Railway switch operating apparatus



Feb. 23, 1943. BONE 2,312,019

RAILWAY SWITCH OPERATING APPARATUS Filed May 27, 1941 INVENTOR Her LBozie BY. 9% K His ATTORNEY Patented Feb. 23, 1943 UNITED STATES PATENT OFFICE RAILWAY SWITCH OPERATING APPARATUS Herbert L. Bone, Forest Hills, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa.-, a corporation of lPennsylvania Application May 27, 1941, Serial No. 395,407

(Cl. 2i46'31 9) Claims.

My invention relates to .railway switch operating apparatus, and particularly to manually controlled apparatus for operating switches which are-adapted to be trailed.

More particularly, my present invention relates to switches of the type described which are provided with a facing point lock the look- .ing plunger of which is automatically operated to with-draw it from engagement with the lock rod to unlock the switch, when a train trails the switch, through the medium of the deflection of the switch points that takes place between the .heel and the tips of the :points before sufiicient force is exerted on the points at their tips to overcome the opposing force of the associated spring connecting rod.

As is well known, every eifort is being made by the railroads to shorten train schedules. The shortening of the train schedules has necessitated higher train speeds, and with the higher train speeds it has become desirable to lengthen the switch points at turnouts, both with a View to increase safety, and (also with a view to improve the riding qualities of the trains. When the switch ,poin'ts become longer than thirty feet, it is desirable to provide some means to cause the middle portions of the long points to move in unison with the tips of the points while the switch is being moved from either extreme .position to the other. This is a relatively simple problemwhen the switch is of the ordinary manually operated or power operated type, but when the switch is a spring switch which is adapted to 'be trailed, this problem is a diificult one.

One object of my present invention is the provision in a switch of the type which is adapted to be trailed of means for causing the middle portions of the switch points to move in unison with the tips of the points.

Another object of my invention is the provision of means of this type which is suitable for use on switches which are provided with facing point locks of the type described hereinbefore, and which means will not interfere with the basic deflection motion of the points which is utilized to move the locking plunger of the facing point lock to its unlocking position before the points start to move at their tips when a train trailsthe switch.

Other objects and characteristic features of-my invention will become apparent as the description proceeds.

According to my invention 1 provide the switch with two spring connecting rods one of which is other of which 'is located some distance "in rear of the one spring connecting rod, usually about midway between the heel and the tips of the points. These two spring connecting rods .are "interconnected, and are operatively connected with manually controlled switch operating apparatus by suitable linkage, the parts being so adjusted and so proportioned that when the switch is .moved to either extreme position by the switch operating apparatus the spring of the spring connecting rodat the forward end of the switch will'become compressed the amount which is usual in spring switches, but that, the spring in the other spring connecting rod will not become compressed beyond its initial compression and will only exert sufficient force on the rails to just align the rails, whereby the load on the switch operating apparatus is not materially increased by the presence of this other spring connectingrod. 'When a train trails the switch, the spring in the other spring connecting rod is 'free to deflect, and does not therefore interfere with the usual unlocking deflection of the rails. A buffing device is connected with each spring rod to prevent the rapid return of the rails between trucks when a train trails the switch, and each fbuffing device is provided with valve means which is connected with the linkage which interconnects the two spring rods in such manner that the buffing devices are rendered ineffective to oppose movement of the switch points by the switch operating apparatus.

I shall describe one form of switch operating apparatus embodying my invention, and shall then point out the novel features thereof in claims.

The accompanying drawing is a top plan view showing a spring switch A provided with switch operatin apparatus embodying my invention.

Referring to the drawing, the reference character A designates a railway switch comprising, as usual, two fixed rails I and la and two movable rails or switch points 2 and 2a. The fixed rails l and la are secured to cross ties 4 in the usual manner. The movable rails 2 and 2a are relatively long, for example, they may be 45 feet in length, and are fastened together by a front rod 5, a head rod '6, switch rods 1, 8 and Ill, and aback rod '9.

The movable rails are arranged to be moved between normal and reverse positions by means of a switch operating mechanism B, through the me 'dium of two interconnected spring connecting rods C and D in a manner which I will describe located adjacent the tips of the points, and the as. presently. When the switch occupies its normal position in which position it is shown in the drawing, the movable rail 2 engages the fixed rail l, and the movable rail 2a is spaced a slight distance from the fixed rail Ia. When, however, the switch is reversed, the movable rail 2a then engages the fixed rail la and the movable rail 2 is spaced from the fixed rail I.

To reduce friction during reversal of the switch, the movable rails are provided with rollers l l carried in brackets 12 and riding on spring supports l3 fastened to the fixed rails in the manner shown.

The'spring connecting rods C and D are secured respectively to the head rod 6 and the back rod 9. These connecting rods maybe of any suit-' able type, but in the well-known form here illustrated, they are each similar in all respects to the spring connecting rod shown and described in my prior Patent No. 1,976,827, granted to me on October 16, 1934. For purposes of my present invention it is suflicient to point out that each of these connecting rods comprises a cylindrical housing M which is secured to the associated head rod 6 or back rod 9, as the case may be. and which slidably receives a spring rod l5. Each spring rod is biased, by suitable spring means enclosed within the housing I4, to an intermediate position relative to the housing in such manner that movement of the spring rod in either direction from this intermediate position will cause the spring means to become compressed and exert a yieldable force on the housing which tends to cause it, and hence the switch points, to follow the movement of the spring rod.

The spring rod l5 of the spring connecting rod C is connected at one end to the operating crank !6 of the switch operating mechanism B. and at the other end to one end of a link H, the opposite end ofwhich link extends underneath the switch point 2a and fixed rail la and is pivotally attached to one arm Illa of a bell crank lever l8.

The bell crank lever I8 is pivotally supported in a crank stand I 9 secured to a tie plate mounted on two adjacent cross ties 4 at or near the outer ends of the ties. .and has its other arm l8b pivotally connected with a connecting rod 2|. The connecting rod 2| is slidably sup orted at spaced intervals by means of supports 22 secured to the ends of the ties 4, and is connected at the end op osite to the lever IE to the one arm 23b of a bell crank lever 23 similar to the bell crank lever 18. The bell crank lever 23 is pivotally supported in a crank stand 24 mounted on a tie plate 25 secured to two adjacent cross ties 4. and

liam T. McWhirter, on August 2, 1932, for Buffing devices for railway switches and the like.

Since the bufilng devices E and F are similar to that described in Patent No. 1,869,604, it is believed that for purposes of the present disclosure it is sufiicient to point out that the buffing device E includes in addition to the piston rod 21 a cam shaft 29 extending into the case of the device and controlling a valve mechanism not shown. Attached to the outer end of the cam shaft 29 is a crank which is connected by a link 3| with V the arm I 8a of the bell crank lever l 8. If, when the has its other arm 2 a pivotallv connected intermediate its ends with one end of t e s rin rod l5 of the s ring connecting rod D. It will be seen. therefore. that movement o the s rin rod 15 of the spring connecting rod C caused b peration 0* the switch ope ating mecha ism B will 'be transmitted throu h the link I]. bell crank lever 18. rod. 2|. and bell crank lever 23, to the spring rod l5 of the spring connecting rod D, whereby the spring rods of the two spring connecting rods are constrained to operate in unison.

The head rod 6 is also connected by an adiustable eye 26 with the piston rod 21 of a bufiing device E, and the back rod 9 is similarly connected by an adjustable eye 28 with the piston rod 21 of a buffing device F, similar to the bufling device E. The buffing devices E and F may be of any suitable type, but, as here shown, these bufiing devices are each similar in all respects to the buffing device shown and described in Letters Patent of the United States No. 1,869,604, granted to Wilmovable rails 2 and 2a of the switch A are in their normal positions in which they are shown in the drawing they are moved to their reverse positions by the mechanism B, the piston rod 21 will be moved into the device E and the camshaft 30 will be rotated in a counterclockwise direction as viewed from the left in the drawing. The construction of the device is such that, under these conditions, the piston rod 21 will be permitted to move with substantially no resistance, and the bufling device will therefore exert practically no retarding action on the movable rails. Conversely, if the movable rails are moved from their reverse positions to their normal positions by the mechanism B, the piston rod 21 will be moved outwardly and the cam shaft 29 will be rotated in the clockwise direction as viewed from the left in the drawing, but due to the construction of this device no retarding action will again take place. If, however, when the movable rails are in either extreme position, they are displaced from this position by a train trailing the switch, the cam shaft 29 will remain stationary, and under these conditions, the action of the device is such that movement of the movable rails away from the positions which they previously occupied will be unresisted by the bufling device, but that, when the movable rails are being restored to the positions which they previously occupied by the spring means of the spring connecting rod C, the buffing device will act to retard this latter movement.

The cam shaft 29 of the bufiing device F is connected by a crank 32 and a link 33 with the arm 23a of the crank 23, and it will be seen, therefore, that the buffing device F will operate in a manner similar to the device E both when the switch is being reversed by the mechanism B, and also when a train trails the switch.

The switch operating mechanism B is mounted on one end of a tie strap 34 which is secured to the ties adjacent the outer side of the rail I, and in the form here shown is similar to the mechanism described and claimed in Letters Patent of the United States No. 2,235,031, granted to K.-J. J. McGowan on March 18, 1941, for Railway switch operating apparatus. For purposes of my present disclosure it is sufficient to'point out that this mechanism includes in addition to the operating crank l6 referred to hereinbefore, a hand throw lever 35 which is connected with the operating crank I6 by suitable operating mechanism not shown in such manner that the operating crank will occupy the normal extreme position shown or will be rotated from this position in a clockwise direction to a reverse extreme position, according as the hand throw lever 35 occupies the position shown or its opposite extreme position.

This mechanism also includes a locking plunger 35 which cooperates with a notch 31 provided in a lock rod L to at times lock the switch in its normal position for facing point moves over the switch. When the hand throw lever 35 occupies the position shown the locking plunger is yieldably held by spring means 38v in a locking position in which it is disposed within the notch 31 in the lock rod L, and under these conditions the switch is locked, but when the .hand throw lever is rotated from the position shown toward its opposite extreme position, the locking plunger is withdrawn from the notch 31 to unlock the switch before any movement of the switch operating crank 15 takes place.

The lock rod L is slidabl mounted in a trans verse .guideway formed in the casing of the mechanism B, and is adjustably secured at one end to the front rod of the switch A. The notch 31 is so disposed that it will align with the locking plunger 36 when and only when the switch A occupies the extreme position in which it is shown in the drawing and the movable rail 2 is in proper engagement with the fixed rail l.

The parts of the mechanism are so propcrtioned that when the hand throw lever 35 occupies'the normal position shown, the spring means which moves the locking plunger to its locking position will tend to drive the locking plunger to an extreme position beyond the desired looking position. The locking plunger is prevented from moving beyond the desired locking: position under these conditions, however, by linkage which connects it with the switch rod Hi. This linkage as here shown includes a plunger bolt 49 which is adjustably connected at its outer end by means of a turnbuckle 4! with one end of a link 42, the opposite end of which link is pivotally connected with the long arm eta of a bell crank lever 53. The bell crank l ver 43 is pivota ly s pported in a crank stand 44, and has its short arm s31) pivotally connected with one end of an operating rod The other end of the operating rod 65 is connected with the previously referred to switch rod It by means of a standard switch basket 46. The switch rod l8 maybe located at any suitable location, but will preferably be located approximately midway between the heel and the point of the switch. The plunger bolt 33, turnbuckle ll, link 42, bell crank lever 43, operating rod 55, and switch basket 46 constitute means for effecting the unlocking of the switch during a trailing move over the switch, as will be made clear presently.

The switch operating apparatus B further includes a suitable circuit controller not shown which is operated partly by the locking plunger 36 and partly by a point detector rod P. This circuit controller may, for example, be similar to that described and claimed in Letters Patent of the United States No. 2,184l,8'70, granted to myself and another on December 26, 1939, for Railway switch operating apparatus. The point detector rod P is slidably mounted in the casing of the mechanism B, and is attached by means of a link l! and a bolt member 58 to the movable rail 2 of the switch A in the usual and well-known manner.

The operation, as a whole, of the apparatus is as follows. As was pointed out hereinbefore, when the hand throw lever occupies its normal extreme position in which it is shown in the drawing, the crank I6 is held in its normal extreme position, and the parts are so adjusted and so proportioned that under these conditions the spring in the spring connecting rod C will become compressed the amount that is usual in spring switches, but that the spring in the other spring connecting rod D will not become compressed beyond its initial compression but will exert sufficient force on the movable rails to just move the rail 2 into engagement with the rail I. It follows, therefore, that when the hand throw lever occupies its normal extreme position the movable rails 2 and 2a will be yieldably held in their normal extreme positions by the two spring connecting rods C and D, but that, the switch operating apparatus will not be loaded beyond the normal load for spring switches by the presence of the second spring connecting rod D. When the movable rails are in their normal positions, the notch 37 in the lock rod L aligns with the looking plunger 36, and the locking plunger therefore moves to its locking position within the notch, thus securely locking the switch points in their normal positions.

When it is desired to reverse the switch, the hand throw lever 35 is rotated from the extreme position shown to its opposite extreme position. This movement of the lever first withdraws the locking plunger 36 from the notch 3! in the lock rod L, and then moves the switch operating crank I6 from the extreme position shown to its opposite extreme position. It follows, therefore, that during that portion of the movement of the hand throw lever which is necessary to unlock the movable rails of the switch, no force is exerted on the movable rails tending to reverse them. As soon, however, as the switch becomes unlocked and the switch operating crank starts to move to its reverse position, the movement of the crank acts through the spring connecting rod C to move the points of the rails to their reverse positions, and through the spring rod Hi, link ll, bell crank lever l8, rod 2|, bell crank lever 23 and spring rod D to similarly move the rails intermediate their ends to their reversed positions. During the movement of the rails to their reverse positions by the mechanism D, the pistons 27 of the buffing devices E and F are moved into the devices, and the cam shafts 29 are rotated in counterclockwise directions as viewed from the left in the drawing, but due to the construction of these bufiing devices as pointed out hereinbefore, they offer substantially no resistance to the movement of the rails under these conditions. The parts are so proportioned that when the movable rails reach their reverse positions, the springs of the spring connecting rod C will become compressed the amount usual in spring switches, but that, the spring of the spring connecting rod D will not become compressed beyond its initial compression, but will exert suflicient force on the back rod 9 to cause the movable rail 2a to just close against the fixed rail la. It follows, therefore, that under these conditions no extra load is imposed on the mechanism B by the second spring connecting rod D and associated bufilng device E. The construction of the switch operating apparatus B is such that when the movable rails reach their reverse positions any tendency for the switch operating crank it to rotate in a clockwise direction prevented, and it follows therefore, that the switch rails are eifectively held in their reverse positions by the switch operating mechanism.

In order to restore the movable rails to their normal positions after they have been reversed as above described, the hand throw lever 35 is restored to the position in which it is shown in the drawing. The subsequent movements of the parts under these conditions are just the reverse of those described above, and it is believed, thereconnecting rods C and D, but before a suflicient force is developed to overcome the opposing force of the spring connecting rod and cause the points of the movable rails 2 and 2a to move out of engagement with the fixed rail I, the movable rails being somewhat resilient become bent so that with the usual switch construction, the switch rod It is moved downwardly three-quarters of an inch or more. This movement of the switch rod I0 acting through the turnbuckle 41, rod 42, bell crank lever 43, operating rod 45 and switch basket 46 withdraws the locking plunger 36 from the notch 31 in the lock rod L, thus unlocking the switch. As a result, when the leading Wheels of the train reach the position in which a sufiicient force is developed on the movable rails to cause the point of the movable rail 2 to move out of engagement with the fixed rail I, the switch points will be unlocked, and the movable rails will therefore be forced toward their reverse positions by the wheels in exactly the same manner as would be the case if no point lock were provided. The movement of the rails toward their reverse positions will move the pistons 21 of the bufiing devices E and F into the cylinders of these devices, and as a result, these devices will act to prevent the movable rails from snapping back after the passage of each wheel past the associated spring connecting rod. When the train which has been trailing the switch has completely passed the switch, the movable rails will slowly return to their normal positions under the bias of the spring connecting rods and against the retarding force of the associated buffing devices. During this return movement there will be no deflection of the rails and the locking plunger 36 will move into engagement with the side of the lock rod L before the movable rails have reached their full normal positions in which the lock rod is in the proper position for the notch 31 to receive the locking plunger. As a result, the springs which bias the locking plunger to its locking position will remain compressed, and will urge the locking plunger into the side of the lock rod until the notch 3'! moves into alignment with the locking plunger, at which time the energy stored in the compressed springs will force the locking plunger into place in the notch, thus restoring the switch to its normal locked position. If the notch 31 in the lock rod L should not come into alignment with the locking plunger, a suitable indication of this fact will be given by means of the circuit controller referred to hereinbefore.

It should be pointed out that while the spring connecting rod D is illustrated as being located to the rear of the switch rod I0 which effects the unlocking of the switch, it should be understood that the spring connecting rod may if desired be connected to the switch rod instead of to the back rod 9. It should further be pointed out that under some conditions the buffing device F can be dispensed with.

One advantage of apparatus embodying my invention is that it increases the safety of long spring switches since it reduces the possibility of the closed point remaining open after the switch is thrown to permit foreign objects to become lodged between the closed movable rail and the associated fixed rail. Furthermore, it decreases wear on the switch points by insuring that the closed point will always be in proper engagement with the associated fixed rail during normal operation, and by decreasing the bending of the points when a train trails the switch.

Another advantage of apparatus embodying my invention is that the circuit controller which is operated by the locking plunger 36 will more regularly indicate proper relocking of the switch points after the switch has been trailed when the switch is provided with means for causing the middle portions of the switch points to move in unison with the tips of the points in the manner described.

Although I have herein shown and described only one form of railway switch operating apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. The combination with a switch of the type which is adapted to be trailed and a mechanism for moving the movable rails of said switch between their two extreme positions including a lock for locking the movable rails for facing point moves over the switch and means actuated by the deflection of the movable rails when a train trails the switch for actuating said lock to unlock the switch, of two spring connecting rods each including a housing and a spring rod biased to an intermediate position in said housing, the housing of the one said connecting rod being secured to a head rod connecting the movable rails adjacent their points and the housing of the other said connecting rod being secured to a gauge rod connecting the rails some distance back from the points, linkage connecting said two spring rods together to cause said spring connecting rods to operate together, and means connecting the spring rod of said one connecting rod with said mechanism, said other connecting rod acting to position the movable rails intermediate the heel and the point of the switch and to permit the deflection of the rails necessary to unlock the switch when a train trails the switch.

2. The combination with a spring switch provided with a facing point lock which is automatically operated to unlock the switch when a train trails the switch by the deflection of the movable switch rails, of linkage for moving the movable rails of the switchbetween their two extreme positions connected with the movable rails at spaced points through separate resilient connections which permit the deflection of the movable rails necessary to unlock the switch when a train trails the switch, and two bufiing devices one connected with the movable rails at each of said resilient connections for retarding the movement of the rails toward their original positions when a train trails the switch, each said buffing device being provided with means connected with said linkage for rendering said buffing devices ineffective to retard movement of the movable rails when they are being moved to either extreme position by said linkage.

3. The combination with a switch of the type which is adapted to be trailed and a mechanism for moving the movable rails of said switch between their two extreme positions including a lock for locking the movable rails for facing point moves over the switch and means actuated by the deflection of the movable rails when a train trails the switch for actuating said lock to unlock the switch, of two spring connecting rods each including a housing and a spring rod biased to an intermediate position in said housing, the housing of the one said connecting rod being secured to a head rod connecting the movable rails adjacent their points and the housing of the other said connecting rod being secured to a gauge rod connecting the rails some distance back from the points, a first bell crank lever pivoted in the trackway adjacent said one connecting rod and having one arm connected with the spring rod of said one connecting rod, a second bell crank lever pivoted in the trackway adjacent said other connecting rod and having one arm connected with the spring rod of said other connecting rod and the other arm connected by means of a rod with the other arm of said first bell crank lever, and means connecting the spring rod of said one connecting rod with said mechanism, said other connecting rod acting to position the movable rails intermediate the heel and the point of the switch and to permit the deflection of the rails necessary to unlock the switch when a train trails the switch.

4. The combination with a switch of the type which is adapted to be trailed and a mechanism for moving the movable rails of said switch between their two extreme positions including a lock for locking the movable rails for facing point moves over the switch and means actuated by the deflection of the movable rails when a train trails the switch for actuating said lock to unlock the switch, of two spring connecting rods each including a housing and a spring rod biased to an intermediate position in said housing, the housing of the one said connecting rod being secured to a head rod connecting the movable rails adjacent their points and the housing of the other said connecting rod being secured to a gauge rod connecting the rails some distance back from the points, a first bell crank lever pivoted in the trackway adjacent said one connecting rod and having one arm connected with the spring rod of said one connecting rod, a second bell crank lever pivoted in the trackway adjacent said other connecting rod and having one arm connected with the spring rod of said other connecting rod and the other arm connected by means of a rod with the other arm of said first bell crank lever, and means connecting the springrod of said one connecting rod with said mechanism, said other connecting rod acting to position the movable rails intermediate the heel and the point of the switch and to permit the deflection of the rails necessary to unlock the switch when a train trails the switch, and two bufling devices one connected with said head rod and the other connected with said gauge rod for retarding the return movement of the rails toward either extreme position when they are displaced by a trailing train, each said buffing device being provided with means connected with the adjacent bell crank lever for rendering such device ineffective to oppose movement of the movable rails by said mechanism.

5. The combination with a switch of the type which is adapted to be trailed and a mechanism for moving the movable rails of said switch between their two extreme positions including a lock for locking the movable rails for facing point moves over the switch and means actuated by the deflection of the movable rails when a train trails the switch for actuating said lock to unlock the switch, of two spring connecting rods each including a housing and a spring rod biased to an intermediate position in said housing, the housing of the one said connecting rod being secured to a head rod connecting the movable rails adjacent their points and the housing of the other said connecting rod being secured to a gauge rod connecting the rails some distance back from the points, a first bell crank lever pivoted in the trackway adjacent said one connecting rod and having one arm connected with the spring rod of said one connecting rod, a second bell crank lever pivoted in the trackway adjacent said other connecting rod and having one arm connected with the spring rod of said other connecting rod and the other arm connected by means of a rod with the other arm of said first bell crank lever, and means connecting the spring rod of said one connecting rod with said mechanism, said other connecting rod acting to position the movable rails intermediate the heel and the point of the switch and to permit the deflection of the rails necessary to unlock the switch when a train trails the switch,

said one spring connecting rod being adjusted to them whereby the load on said mechanism is not increased by said other spring connecting rod.

HERBERT L. BONE. 

